Improvement in railroad switches



2 Sheets--Sheet 1.

H. BLACK.

Railroad Switches.

Patented Feb. 25,1873.

AM PHaTaumasmPH/c oa N. Y osaomels pnvcss Ragilroau Switches.

EN0. 136,126.l n I 1 Paltnted Feb. 25,1873.

Witnesses connected UNITED STATES HENRY BLACK, or Lnwrsnune, onro.'

IMPROVEMENT IN RAILROAD SWITCHES. i

Specification forming part of Letters Patent-No. 136,126, dated February 25, 1873.

is a specication:

N oiture and Objects of the Invention.

This invention relates to means for operating railway switches from and by means of the trains. Motion is transmitted from the train to the switch-rails through vertical levers, yokes engaged thereby, and operating-rods, and minor connections. The levers are supported in vertical position by means of springs and act on the yokes by cam-surfaces en gaging with anti-friction rollers. The yokes are adjustably to the operating-rods, and so as to allow the latter independent movement. Peculiarly constructed jacks furnish bearings for the spring-levers and guides for the yokes. To act on the operating-levers the locomotives and cars are provided with tappet-bars, adapted to be projected on either side by suitable mechanism under control of the engineers andbrakesmen.

1)@.9c1f'c'1-Jt'ion of the Drawing. Figure 1 is a plan view of a portion of a `railway track with a locomotive thereon and fitted with switching mechanism illustrating the invention. Fig. 2 represents a longitudinal section of the track on the line c, Fig. 1, and a side elevation of a portion of the switching mechanism. Fig. 3 represents a transverse sectin of the track on the line c2, Fig. 1, and an end view of a portion of the switching mechanism and of a freight-car. Fig. 4. is a perspective view of an operating-lever and yoke with their jack, spring, and connections.

General Description.

ated throngl rack and pinion w v by vertical i shafts n, arranged and terminating correspondingly with the brake-shafts b. The tracks T T2 and switching-rails s may be constructed and laid in any approved manner. The latter are connected by bars t and slide on supportingplates r, which latter are constructed so as to present narrow ridges to prevent the rails from freezing thereto. The sw itching-rails are actuated through th'e bars t and links n, horiz ontal hinged plates or bell-cranks m, rods l l2 Z3 Z4, and yokes k k2 7c3 k* by vertical levers jj2j3 jl. Jacks orV stands J furnish pivotal bearings for the operating-levers, and hori- I zontal guides for thetransmitting-yokes. Each,

jack is composed of a base-plate, gand a parallel pair of arch-formed uprights, f, with horizontal guide-bars e, and a pivot, d.' The operating-rods l l2 L3 Z4 are attached to the yokes by single nuts 11,'so as to be adjustable as to length and to permit the independent movement of the rods by other yokes. The yokes are furnished with transverse antifriction rollers k1 to receive the impact of thelevers, which act thereon by cam-extensions jl. The levers are preferably curved, as illustrated, and are maintained in upright position while disengaged by springs c, to which they are attached by shackles c', and they are engaged by the tappet-bars z on the locomotives and cars to shift the switch-rails, a jack fon each movement being arranged at every point from which it may be necessary to open or close a switch.

The construction of hinge-joints, couplings, and other parts not above specified, is unessential and variable with other details of mechanical construction.

The mechanism may be protected by shields of wood or other suitable material, in usual manner.

Operation.

The operation of the mechanism is illustrated bar z, at the front end of the train, from the *jected from the right side. tive or car, and the levers j jl thus engaged,

right-hand side, so as to engage with the lever j, which acts through the yoke k, rod l, and connections m n t to shift the switch-rails s, as required. A train leaving the siding and actuating the lever j2 would produce the same result. Were the switch open, in order to close it from the train, illustrated in Fig. 1. the tappet z would be projected from the left-hand side, so as to engage with the lever lf3; or, if

coming from the lother end of the main track,

the same position ofthe tappet would actuate the lever j4 and produce the same resultnamely, restore the'switch to the condition in which it is illustrated. The tappets, when proof the locomos'erve to open the switch, and the left-hand levers jaf serve to close the saine. In backing a train onto or out ofthe siding the tappet on the rear car, C, Fig. 3, would be utilized. The car-tappets would also be used in making up trains and distributing cars. Except when actuated by its adjoining yoke, or one producing the same result, each operating-rod moves independently of its yoke, and the operatinglevers are immediately restored to normal posi tion by their springs.

The peculiar curved shapeof the operatinglevers insures their perfect operation by tappets on locomotives and cars of diiierent heights, the same extent of movement being imparted in all cases.

vlhe day and night signals S S2 are not claimed as parts of this present invention.

Claims.

The following is claimed as new:

1. The operating-levers jj2j3j, constructed with cam-extensionsj1 and curved, as described, to engage properly with tappetbars z on locomotives and cars of different heights, as herein set forth.

2. The cam-levers j jz j3 j4 and horizontal hinged plates m, constructed as described, in combination with the yokes k k2 7c3 lo, operating-rods Z Z2 Z3 14, and connections t n for irnyparting motion to the switch-rails from tapshown.

i HENRY BLACK.

Witnesses OcTAvrUs KNIGHT, WALTER ALLEN. 

